Block-signal system.



PATENTED AUG.15, 1905.

3.1100332. BLOCK SIGNAL SYSTEM.

APPLIUATION FILED JAN. 21, 1905.

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Inventor: K Fred 5. Corey.

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I PATBNTED AUG, 15, 1905..

F. B. COREY.

BLOCK SIGNAL SYSTEM.

APPLICATION FILED JAN. 21. mos.

Inventor Fred- 5. Corey.

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FRED B. COREY, OF SCHENECTADY, NElV YORK, ASSIGNOR TO GENERAL ELECTRICCOMPANY, A CORPORATION OF NEW YORK.

BLOOK-OIGNAL SYSTEM.

Application filed January 21,

.To n/ZZ w/mm, it may concern:

Be it known that I, FRED B. COREY, acitizen of the United States,residing at Schenectady, county of Schenectady, State of New York, haveinvented certain new and useful Improvements in Block-Signal Systems, ofwhich the following is a specification.

My invention relates to automatic block-signal systems; and its objectis to provide a SlIllple reliable automatic system adapted for thecontrol of signals arranged to give three distinctive indications,according as a train is in the block to which the signal relates or inthe following block, or in neither.

My invention relates specifically in some of its features to signalsoperated by electric motors.

Many systems have been devised heretofore for the control of signalscounterweighted to go to danger position by gravity and provided withelectric motors for returning the signals to clear position under properconditions. In order to economize current, it is essential that themotor-circuit should be broken as soonas the signal has been driven tothe desired position, and for this purpose it has been customary toemploy a switch in the motor-circuit operativel y connected to thesignal mechanism, so that when the signal has reached its desiredposition the motcw-eircuit is automatically broken by the opening ofthis switch. Since the signal and the part of the switch connectedthereto move somewhat slowly, considerable arcing is produced at theopening of the switch unless special devices are employed, such asspring-operated contact-lingers, for obtaining a quick break.

One feature of my invention consists in removing the signal-operatedswitch from the motor-circuit and making and breaking the mot w-circuitwholly by the armature of a relay. by means of which a quick break isalways secured. This relay is controlled jointly by the track-relay andby the signal-operated switch. Not only is the arcing eliminated anddeterioration decreased, but the construction of the signal-operatedswitch may be simplified.

ln block-signal systems it is desirable to give an indication not onlywhen a train is in the block to which the signal belongs, but also whena train is in the following block. One

method of giving these indications is by the Specification of LettersPatent.

Patented Aug. 15, 1905.

1905. $e1'ial No. 242,099.

employment of separate home and distant signals, while another method,which requires only a single signal-arm, consists in arranging thesignal to give three distinct indications,known as clear, caution, anddanger, respectively. In order that the signal should thus indicate theposition of a train on the following block, it is necessary that itshould be controlled both from the block to which it pertains and alsofromthe following block. Thensual arrangement for accomplishing thisconsists in employing what is known as a three-position relay, thecircuit of which is controlled by the signal of the following block, andwhich in turn controls the motor-circuit conjointly with the track-relayand the signal-operated switch, so that the signal is moved by the motorsuccessively to caution and to clear positions as the train passes intothe following block and into the one beyond. With signals as ordinarilyconstructed it is necessary to provide means for locking the signal inposition when the motor-circuit is broken, as otherwise the signal wouldbe carried back by its counterweight to danger. One arrangement foraccomplishing this result consists in employing a lock-magnet thecircuit of which is closed when the motor-circuit is broken and which.looks the signal at caution or clear position. Hcretofore the circuit ofthe lockingmagnet has been controlled by the signaloperated switch.

One feature of my invention consists in controlling the locking magnetor magnets wholly from the three-position relay. By this means thesignal operated switch may be greatly simplified and the number ofcontacts reduced. More specifically stated, this feature of my inventionconsists in'the combination, with a three-position signal .and itsthree-position relay, of two magnets arranged to lock the signal atcaution and clear posi tions, respectively. and controlled by contactsof the three-position relay. so that when the relay is energized onelocking-magnet circuit is closed and when the relay is deenergized theother locking-magnet is closed.

Other features of my invention will appear from the followingspecification and will be more specifically pointed out in the appendedclaims.

My invention will best be understood by reference to the accompanyingdrawings, i which- Figure 1 shows a three-position signal and operatingmechanism adapted for use in the system arranged in accordance with myinvention. Fig. 2. shows a side elevation of the operating mechanism.Fig. 3 shows a detail of the signal-operated switch, and Fig. tshows thecircuit connections of the system.

My system is not limited to the control of a signal of any specificstructure, but maybe used in connection with many wellknown forms ofthree-position signals; but in order that my invention may be clearlyunderstood I have illustrated and shall describe one form ofthree-position signal adapted for use in my system.

Referring to Figs. 1 and 2, A represents the operating-motor for thesignal, which drives, through a train of speed-reducing gears, the geara, which is loosely mounted on the main driving-shaft D. The gear acarries the armature c of a magnetic clutch C, which is rigidly mountedon the drive-shaft D, so that when clutch C is energized the motor A isconnected to and may drive the drive-shaft D. E is a disk keyed uponshaft D and car- "rying stud f, on which is mounted the connecting-rodF, the upper end of which is connected to the spectacle-casting G, whichcarries and acts as acounterweight for the semaphore-blade H. Thecasting Gis heavy enough so that when clutch 0 is deenergized thecounterweight, unless otherwise restrained. will move downward, raisingsignal-blade H automatically into the danger position, as indicated inFig. 1. The posit-ions of the semaphore-blade and counterweight forgiving indications of caution and clear are indicated in dotted lines.In order to hold the signal H at caution and clear positions against thepull of counterweight Gr when clutch C is deenergized, the disk E isprovided with notches e and 0, adapted to be engaged by the levers I and1, respectively, when the signal is at caution and clear positions. Thelevers I and I are provided with a tension-spring i, which normallyholds them out of engagement with the disk E. These levers are drawninto engagement with the disk by the electromagnets J and J,respectively. Thus when the signal has reached caution position if themagnet J is energized the arm I will engage the notch e and lock thesignal at caution position. Similarly, at clear position the signal willbe locked by the energizing of magnet J. lVhen both magnets J and J aredeenergized, the levers I and 1 will be withdrawn from engagement withthe disk E and the signal-blade H allowed to go to danger. Secured tothe driving-shaft D and rotating therewith is a switch contact K, whichis shown in detail in Fig. 3. This switch-contact, which moves with thesignal, is provided with three stationary contact-fingers 7c, Z3, and kand acts to establish circuit con nections according to the position ofthe signal, as will be hereinafter explained.

Referring now to Fig. 4, the circuit connections of an automaticblock-signal system are shown adapted for the control of a threepositionsignal such as has been heretofore described. In Fig. t, R, R and Rrepresent the rails of three blocks, which for the sake of conveniencewill hereinafter be called the first, second, and third blocks,respectively. A car or train is indicated in the third block and issupposed to be moving in the direction shown by the arrow. Thesemaphore-blade H for the third block is consequently at danger, whilethe signals for the second and first blocks are at caution and clear,respectively. The controlling mechanism for each block is similarlylettered. A represents the operating-motor, and C the clutch-coil bymeans of which the motor is connected to the signal. B represents abattery adapted to supply the required current for the motor A and theclutch-coil C. L represents the track-relay, which is connected to oneend of the block, to the other end of which is connected thetrack-battery Z). M represents a second relay the armature of which isin circuit with motor A, clutch C, and battery B. It will be seen thatwhen relay M is energized the motor-circuit is closed and when relay Mis deenergized the motorcircuit is openedthatis, the motor-circuit iscontrolled entirely by the relay M. One terminal of the relay M isconnected to one terminal of the battery B, and the other terminal isconnected to contact 70 of the signaloperated switch K. 0 represents thethreeposition relay, the terminals of which are connected, through thearmature of the trackrelayL of the following block, to the battery B ofthe following block. Consequently the three-position relay 0 isenergized or deemergized according as the track-relay of the followingblock is energized. The upper armature of relay 0 is connected to thecontact 70 of the signal-operated switch K, while the contact engagingthe upper armature is connected to the track-relay L. The other contactk of the signal-operated switch K is connected directly to the contactof the trackrelay L. Consequently the upper terminal of the relay M isconnected to the contact of track-relay L directly or through the upperarmature of three-position relayO according as signal-operated switch Kconnects contact l) with contact 75 or with contact Z5. J and Jrepresent the magnets for locking the signal at caution and clearpositions, respectively.

One terminal of both magnets is connected directly to the contact oftrack-relay L. The other terminals of these two magnets are connected totwo contacts adapted to be engaged alternately by the lower contact ofthree-position relay 0 according as that contact is raisedor lowered.The lower armature of relay 0 is connected to one terminal of battery B.Thus it will be seen that if track-relay L is energized one or the otherof the locking-magnets J or J will be energized, accord ing as relay 0is energized or not.

The operation of the system is as follows: When the car moves out ofblock 3, the short circuit will be removed from the terminals oftrack-relay L, which will at once draw up its armature. A circuit isthen established from the left-hand terminal of battery B of block 3,through the armature of relay L, to contact Z, to contact 7;, throughrelay M, to the righthand terminal of battery B. Relay M willconsequently draw up its armature, closing the circuit of motor A andclutch C, so that the motor will immediately begin to drive the signalfrom danger toward caution position. A second circuit is closed by theenergizing of track-relay L of block 3, asfollows: Relay O of block 3will have been de'mergized by the armature of track-relay L of block 3,through locking-magnet J and through the lower armature of relay 0, tothe right-hand terminal of battery Bthat is, the caution locking magnetis energized and is ready to lock the signal of block 3 in cautionposition as soon as that position is reached and the n1otor-circuit isbroken, as will be hereinafter described. A third circuit is closed bythe armature of track-relay L of block3 as follows: from the left-handterminal of the battery B, through armature of relay L, through thewinding of relay 001 block 2, to the right-hand terminal of battery B.Relay 0 of block 2 will con sequently draw up its armature, breaking thecircuit of caution locking-magnet J of block 2 and closing two circuitsas follows: from the left-hand terminal of battery B of block 52,through the armature of track relay L, through the upper armature ofrelay U, contact Zr, switch member K. contact Zr. relaywinding M, toright-hand terminal of battery B. Relay M will consequently draw up itsarmature, closing the circuit of motor A and clutch (J, starting themotor at work to drive the signal of blockZ "from caution to clearposition. A second circuit is closed by the movement of relay 0 of block2 as follows: from the left-hand terminal of the battery B,through thearmature of track-relay L, through the winding of clear-positionlocking-magnet J, through the lower armature of relay 0, to theright-hand terminal of battery B. Consequently magnet J is energized tolock the signal of block 2 in clear position as soon as that position isreached and the motor-circuit broken. This will occur when theswitch-operated contact K leaves the contact 71:, thereby breaking thecircuit of relay M, which opens the motor-circuit. Similarly, thesignal-operated switch K of block 3 will break its motor-circuit byleaving contact A: when the signal has reached caution position. Thesignal and operating mechanism at block 3 will then be in the sameposition and havethe same connections as shown at block 2 in Fig. t,while at block 2 the conditions will be the same as shown at block 1. Asthe train passes on into the block still beyond, the signal at block 3will be moved to clear position in the same manner as has already beendescribedin the position of the second block. The signals will then beleft in clear position and will remain so until another train comes intothe first block. Track-relayL will then allow its armature to fall,breaking the circuit of locking-magnet J and allowing the signal to goto danger position, when the position of the parts and the circuitconnections will be as shown in Fig. at for the third block.

Obviously my system is not limited to the employment of the specifictype of threeposition signal shown in Figs. 1 and 2, but may be appliedto other well-known types of signals. Furthermore, it will be seen thatmy invention comprises a number of features, some of which are notlimited to a threeposition signal and others of which are not limited tomotor-driven signals, and while I. prefer to employ these featurestogether in the manner that has been heretofore described 1 neverthelessdesire to claim them whether used together or not. Accordingly I do notdesire to limit myself to the particular coni struction and arrangementof parts here shown, but aim in the appended claims to cover all suchmodifications which are within the scope of my invention.

W hat I claim as new, and desire to secure by Letters Patent oi? theUnited States, is

1. In a block-signal system, in combination with a coun tel-weightedsignal, an electric motor for driving said. signal from danger position, a relay controlling the motor-circuit, a switch operated by thesignal mechanism controlling the circuit of said relay, and atrack-relay controlling said relay-circuit conjointly with said switch.

2. In a block-signal system, in combination with a connterweightedsignal, an electric motor for driving said signal from danger po sition,a relay having its armature in the motor-circuit, and a switch operatedby the sig nal mechanism and a track-relay armature both included in thecircuit of the first-mencaution to included in the circuit of thefirst-mentioned relay, and a relay controlled from the following blockand having its armature included in the circuit of the first-mentionedrelay when said signal is at caution position.

4. In a block-signal system, a counterweighted signal, a motor fordriving said signal from danger position, an electromagnetic clutchadapted to clutch said motor to said signal and having its windingconnected in series with said motor, a relay having its armature inseries with said motor and said clutch-winding, and a switchoperated bythe signal mechanism and a track-relay armature both included in thecircuit of the firstmentioned relay.

5. In a block-signal system, a counterweighted three-position signal, anelectric motor for driving said signal from danger to caution and fromcaution to clear, a relay having its armature in the motor-circuit, atrack-relay having its winding connected to the track-circuit, a thirdrelay controlled from the following block, and a switch operativelyconnected to the signal mechanism and arranged to connect thefirst-mentioned relay directly to the armature of said track-relay whensaid signal is at danger, to connect said first-mentioned relay to thearmature of said track-relay indirectly through the armature of saidthird relay when said signal is at caution, and to open the circuit ofsaid first-mentioned relay when the signal is at clear.

6. In a block-signal system, a three-position counterweightedsignal,means for driving said signal from danger to caution and fromcaution to clear, two locking-magnets adapted when energizedrespectively to lock said signal at caution and at clear, and a relaycontrolled from the following block and controlling the circuits of saidlock-magnets.

7. In a block-signal system, a three-position counterweighted signal,means for driving said signal from danger to caution and from caution toclear, two locking-magnets adapted when energized respectively to locksaid signal at caution and at clear, a source of current for saidlocking-magnets,and a relay controlled from the following block andarranged to connect either of said lockingmagnets to said source.

8. In abloclr-signal system, athree-position counterweighted signal,means for driving said signal from danger to caution and from clear, twolocking-magnets adapted when energized respectively to lock said signalat caution and at clear, and two relays conjointly controlling saidlocking-magnets, one of said relays being connected to the traclccircuitand the other being controlled from the following block.

9. In ablock-signal system, athree-position counterweighted signal,meansfor driving said signal from danger to caution and from caution toclear, two locking-magnets adapted when energized respectively to locksaid signal at caution and at clear, a source of current for saidlocking-magnets,and a relay controlled from the following block andarranged when deenergized to connect the caution locking-magnet to saidsource and when energized to connect the clear locking-magnet to saidsource.

10. In a block-signal system, a three-positio-n counterweighted signal,means for driving said signal from danger to caution and from caution toclear, two lockingmagnets adapted when energized respectively to locksaid signal at caution and clear, a source of current for saidlocking-magnets, a relay controlled from the following block, a movableswitch operated by the signal mechanism and controlling the drivingmeans, and a stationary contact connected to a contact of said relay andarranged to be engaged by said switch member when said signal is atcantion, said relay having an auxiliary contact adapted to connecteither of said locking-magnets to said source independently of saidswitch member.

11. In a block-signal system, a three-position counterweighted signal,means for driving said signal from danger to caution and from caution toclear, two lockingmagnets adapted when energized respectively to locksaid signal at caution and at clear, two relays con jointly controllingsaid lockingmagnets, one of said relays being connected to thetrack-circuit and the other being controlled from the following block,and circuit connections whereby both of said lockingmagnets aredeenergized when said track-relay is deenergized, and when saidtrack-relay is energized one or the other locking-magnet is energizedaccording as the other relay is energized or not.

In witness whereof I have hereunto set my hand this 20th day of January,1905.

FRED B. COREY.

\Vitnesses:

BENJAMIN B. HULL, HELEN Onronn.

